Tire casing and method of producing the same



j 2 Sheets-Sheet 1 April 8, 1941.. P. E. HAwKlNsoN TIRE CASING AND METHOD OFPRODUCI-NG THE SAME? Filed Aug. 9, 193,7

8, 1941.n p, E, HAWKINSON 2.237.819

TIRE CASING AND METHOD 0F PRODUCING THE SAME Filed Aug. 9, 3.937 2 Sheets-Sheet 2 [/f ren fa r' ,Pcza/ E Haw/fins@ Apr. 8, 1941 einen UNITED .sTATss PATENT orifice TIRE CASING ANDMETHD F PRUDUCING n THE S i Paul E. Hawkinson, nneapolis, l

Application August 9, i937, Serial No, lddii't' 4 Claims.; (Ul. 15in-lli) f li/ly present invention relates to tire casings ol the type employed on the wheels of various 'vehicles such as pleasure automobiles, trucks and busses. l

The major objects of this invention, briefly stated, are the provision of a tire casing which, in respect to tire casings hitherto produced, will be subject to less strains, will run cooler, will set up less resistance to the rolling action on the roadbed and willgive loniger and more dependable service, under normal operatingcondltions. With the above general objects in view, the invention involves the improved process and product here-A inafter described and dened in the claims.

is is well known, ordinary pneumatic tire casings, when initiated to normal pressure and unrestricted, assume a cross-sectionally rounded shape which represents the normal expanded condition of the tire; and when the tire rolls over the road under load, it becomes cross-sectionally distorted at its point of engagement with the road and takes on at its point of engagement with the road a cross-sectionally contracted condition radially of the axis of rotation of the tire and a cross-sectionally laterally expanded condition laterally of the tire. Hence, not only does the cross-sectional shape of the tire change contin uously under operating conditions, but the radial measurement of the tire continuously changes from what is ,herein referred to as the expanded oi the tire at any point not in engagement with the road, and the minimum or rolling radius oi" a tire, to wi't: the radius of the tire measured in `a vertical plane intersecting the axis oi rotation' ni the tire and the center point of contact with the roadbed,

nufacturers of tires predetermine the permissible amount of distortion or reduction in radius for each particular tire, and internal expanding pressures are recommended` which will lreep the tire within the predetermined limits of distortion under various different loads. For example, if we, assume that a particular tire casing oi a low pressure type and having a six-inch cross-sectional diameter is to be allowed threeuuarters 'of an inch radial contraction under eneagement withthe road, then, for a particular load to be imposed on the/tire, an air pressure will be recommended which will permit 'approximately three-quarters of an inch difference between the expanded andthe rolling radius of a tire when subject to that predetermined load.

It has hitherto been the customary practice in the tire industry to cure tire casings, inclusive or the carcass proper, which is usually made up of fibre cords adhered together by a flexible rubber binder, and the tread and side-wal1 covering material of the tire in one operation and while in a cross-sectionally rounded condition substantially representing the condition or shape that the casing will assume when it is later inflated to rated operating pressure and is unrestrained against outward, expansion.

Of course. the elastic elements of a nished casing always tend to retain the casing in and return the same to the shape in which it was ,y cured, and any forced distortion of the casing mum expanded condition the entire extent o! distortion between a condition oi expanded radius and a condition of minimum rolling radius will b/e against the natural tendencies of the elas-I tic elementsv of the tire. Buch extreme forced t exure of the ordinary tire casing produces a high degree of friction within the elastic elements of the tire, whichin turn tends to produce excessive casing temperatures under operating conditions and which excessive temperatures rapidly deteriorate and weaken and often prove fatal to tire caninas. in addition to the excessive` strain and resulting excessive heat produced in tires cured in accordance with the above def scribed conventional practice, other highly ob. jectionable results from this procedure `of curing the tire in a condition oi maximum expansion are excessive resistance to rolling action over a roadbed and excessive treadwear., f

In accordance with the instant invention I propose curing the carcass of the tire casing in a shape representing neither of the extreme shapes encountered in service but in a shape interme- Y be lsubject to much less strain under normal operating conditions, will roll over the road easier,

will run cooler and will give longer and more dependable service than will a tire of otherwise equal quality but which under the same operating ably retained in a laterallyexpanded circumferg entially contracted condition, wherein all points about its circumference have a radius approximating that of the rolling radius of the tire. This preferred procedure further reduces the resistance of the tire to movement over the road, further reduces the heat generated by the tire under nor- Fig. 9 is a fragmentary sectional view similar to Fig. 6, but illustrating the tire casing as having a much thicker crown treadV applied thereto and the mold as being provided with a proper cavity to receive the additional tread material. Y

In the drawings the tire casing is indicated as an entirety by the numeral III. In Figs. 1 to 4 inclusive and '1. the tire casing is illustrated'as being provided with a. conventional type` tire rim, indicated as -an entirety by Il, and Fig. 1 the rim-equipped tire casing is illustrated as being mountedonl a suitable wheel I2 of an automobile or other similar vehicle. In Figs. 2, 3 and 4 the tire casing is shown as being provided wlth'the mal service and increases materially the life of the tread of the tire. v f

It will be understood that the road ena/aging tread thus cured while the crown portion of the casing is in a circumferentially contracted condition, wherein its radius is -substantially that of itsy minimum or rolling radius, will, when the tire is, inilated,lbec ome stretched very materially but will,'nevertheless. tend to return to a condition wherein its radius equals the rolling radius of the customary inner tube I3, and in Figs. 6 and 9 the tire is illustrated as being provided with a heavier type of inner tube I3athat is cus tomarily used to inflate tires while subject to heat and pressure for the curing operation. These heavy-type inner tubes Ila are more commonly In Figs. 1 and 3 a fiat surface, presumably a roadbed, is

' indicated by il. and in Figs. 2 and 3 horimn'tal tire and will, therefore, be in a substantially neu- .Y

tral condition when it is in engagement with the road. Hence, it will be seen that the tread wave usually produced in the tread of a tire just ahead,

of its point of engagement with the road' over rolling action of the road and which in the usual tire is caused by an accumulation of excessive material at that point, will be greatly reduced, if.

not entirely eliminated, when the preferred meth od above indicated is followed. Still other important objects and advantages of the invention will later on be made apparent.

. In the accompanying drawings like characters indicate like parts throughout the several views..

'Referring to the drawings:

Fig. 1 is a view in side elevation of a pneumatic l tire-equipped wheel plied thereto;

1018.213 an enlarged transverse sectional view taken in the vicinity of the line marked ex panded radius" in Fig. 1;

Fig. 3 is a similarlyenlarged transverse sectional view taken' in the vicinity of the line marked rolling radius" inV Fig. i and illustrates the cross-sectional shape assumed by the tire adjacent its point of contact with the road under normal loads and pressure;

Fig. 4isaviewsimilartoFigs.2and3but with the operating load aplustrating the tire in a cross-sectional shape ap-f proximately mid-way between the two extremes illustrated in Figs. 2 and 3 and may be assumed to have been sectioned on the line marked .cured and which type of mold is referred to in the trade v .i l Mutis, L gagged fragmentary transverse sectional view`takeniithe lin'e .-8 cfFIg.

lines y' have been drawn as an aid in comparing Figs. 2, 3 and 4; and it should be noted that in Figs. 2, 3 and 4 the upper extremes of the tire casing are in the same horizontal plane.

In Fig. 1 the maximum expanded circumference of the tire casing l0 is indicatedby a solid circle I4; the expanded radius of the tire is indicated by a. broken line I5; the rolling radius of the tire casing isl indicated by a ibroken line I0; the circumference ofthe casing, when the periphery thereof is clrcumferentially contracted so that all all points about its circumference have a radial measurement equal to that of the rolling radius, is indicated by a broken circle II; the' ly contracted so that all points about the cir.

cumference have a radial measurement equal to that at full line I8, is indicated by broken vcircle I9.

The first step inthe method consists in building up a tire carcass 2l of suitablerraw materials such as cord plies insulated apart and bound together by raw gum rubber and incorporating suitable rim engaging .bead portions 22, which will usually be reinforced by steel wires or the like 2l. vThis initial step in the process may be carried out in accordance with standard tire manu- .fiacturing practice but preferably will deviate,

from standard practice in the matter of the shape to which the carcass is `initially built up; for example, the carcasses of tire casings are usually built up to a cross-sectional shape, which will`A substantially correspond to the ultimate expanded shape of the tire; whereas, I preferably built up:

the tire carcass to have a precured shape correspending approximately to Figs. 4 and 6, wherein the casing'carcass is laterally expanded and circumferentially contracted about its complete circumference so that the radius thereof taken atA indicated in Fig. 3 and by broken line II in Fig. 1.' In other words. the tire carcass is preferably built up in a raw state to a laterally, expanded cir spaccio cumierentially contracted condition, wherein all points about its circumference have a radial measurement equal to that of the carcass of the ihed product, when the finished product is cli'- cumierentially contracted tothe condition. indicated by broken circle It in Fig.'l and also represented in Fig. fi.

'llie next step in the process consists in applyinc a suitable rubber side-wall covering 22' and an incomplete base or crown tread material W'. i last stepmay be carried out withconvenb tional practice and may include the application `oi a suitable breaker strip 24 between the base tread material it and the carcass. As indicated particularly in Fig. B, the base tread material Il may be comparatively very thick and include the decian containing portion of the tread to be Worn od' in service, but in accordance with the preierred method, this initially applied crown tread material will be relatively quite thin except at its thicis shoulder portions 24' and will be devoid oi that portion of the ultimate tread which usually contains a molded design or pattern which is worn ofi? in use. The side-wall covering: material it' and base tread material` 23 may be oi conventionally employed rubber composition..

The next step consists in curing the tire casing and its applied side wail covering and crown tread material while holding the same in intete chape last described. This last described step may be carried out by placing` the casina within and carine the same in a mold which embraces the tire about its entire circumference and has an internal cavity shaped to receive the tire thinly built up and retain the same in the desired intermediately distorted condition. Such a mold ia indicated by io in Fig. 6 and comprises a pair oi laterally opposed annular sections i6. each contaminaP suitable steam jackets 2l. The sections it are adapted to be drawn together about opposite halves oi the tire casing throueh the medium of bolt-eduippediianges iid.,

cept for the shape oi the cavity oi the mold the character thereof is not important since any oi the lull circle type molds employed in connection with the manufacturing; of tire casinga is satisfactory for the purpose, providing the cavities thereoi are of the proper contour. 'll'he tire casina', before being placed in the mold 25, is

provided with a suitable air bag. idd and is inl' hated to such pressure as is deemed advisable by the manufacturer, and thereafter the mold la heated to desired temperature and lor a time interval necessary to properly cure the rubber materials in the tire. In accordance with the present illustration, such heating would be brought about by application of steam in the.

After the curing operacavities 21 oi the mold. tion has been completed the tire will be removed trom the mold and will thereafter tend to remainl in and return to .this conditionoi` partial distortion, wherein its peripheral circumference is reduced to a point where the radial measureall shoulders 24'., This band of tread material 23', which will usually be of high graderubber-composition tread stock. will be cemented in a raw state to the crown of the previously cured and formed tread material.

The next step in the preferred process consists in curing this last applied band or additional crown tread material to the previously cured base tread material of the casing while holdina the casinar in a condition oi complete circumferential distortion, wherein the peripheral portion of the newly applied crown tread material has a lateral contour and a radial measurement at all points about the circumference thereof approximating that of the rolling radius oi the nished product. In other words, during the last.

step the casina will'be contracted circumferentially so that the peripheral portion oi the newly applied tread will have a circumference substan-l tially as indicated by broken circle il in Fic.. i and a radial measurement at any point about its circumference corresponding to the minimum or rolling radius indicated by the broken line it in Fic. l.. Still otherwise statedIF lor this last curlna operation the casing will be further circumferentially contracted from the condition indicated in Figs. i and 6 to the condition indicated in Fill.. 3.

This last curing operation is preferably and can most conveniently be carried out through the use oi the methods and apparatus oi my prior patents Nos. 1,917,26i and llll.7,22. In Figa 7 and o the tire casing with its last applied band of tread material 23 is illustrated as being applied inmid of the type disclosed in my prior patents above identified and which is herein indi-5 cated as an entirety by it., The mold 29 is in the nature ci a thin metallic band or rino to, having at its margl portions radially inwardly projecting annular connning ilanges ll that encage the originally cured crown tread material adjacent the edges oi its shoulders 24 and con line the tread material i8 therebetween, while subject to pressure and heat during the curing operation. intermediate` the confining nanges 3l the mold 20 is provided with inwardly prolectin; design forming nanges 3i, For the purl pose ci heating the annular mold la the relatively at band 30 is provided at its outer 'surface with circumterentialiy extended steam conduits 131.

During this last curing operation heat is ap; plied to only that portion olthe tire beine cured and for a time only aumcient to properly cure the last added band oi tread rubber, and, therelore, the previously cured portions of the casing will not suffer irom over-curing as is the case when the entire thickness 'oi treadi material is applied and cured in one operation. A suitable inner tube yor air ban'` used for the purpose'oi inilating the tire to a. desired pressure during the curing operation is indicated by lib in Fig. d.

Il it is desired to shorten the process and do the entire curing in one operation, a full thi'kness of tread material 23" having relatively thick shoulder portions Il may be originally placed on the tire crown:V and" the casing, including this\ v 'to the intermediate condition indicated in Fig. 4,

since the elastic elements of the carcass were .cured in that condition, Hence it will be seen.

that as the tire rolls over the road under operating'p'onditions, its maximum forced ilexure willbe only approximately half as great as,v though the tire were cured in either of its extreme conditions indicated inFigs. 2 and 3, (compare lines y andy' of Figs. 2, 3 and 4). Now insofar as the last applied band of tread material is concerned, itwill always tend to return to the conj aasa'sio of road-engaging tread material applied over the said base crown tread material, the elastic elements of the carcass and the 'said base tread material being, when the casing is inflated and unrestricted against outward expansion, subject to their own yielding tension to distort to a .laterally expanded and circumferentially con- 'tracted condition wherein all points about the dition in which it was cured and which is illustrated in Fig. 3. Hence, the tread wave, which usually is produced in the tread of atire just ahead of-its point of engagement with theroad under rolling action, is-substantially eliminated, for the tread, being in an expanded condition when the casing is expanded, tends to contract dition of intermediate circumferential contrac4 tion and lateral expansion in which it was cured,-

and which condition is represented in Figa-i and6. l -V What I claim is:

i. A tire casing comprising a carcass made up z of flexible reinforcing elements held together by an el'astic'binding materiaL'and a road-engaging crown tread material applied over the crown portion of the carcass," the elastic elements of the unrestrained against outward expansion, subject to their own yielding tension to distort to a laterally expanded circumferentially contracted condition wherein all points about the circumference thereof have a radius approximately midway between the normal expanded radius thereof and the normal rolling radius thereof, the said road- .engaging crown tread material being, when the Y casing is inflated and unrestrained against 'outward expansion, subject to its own yielding ten sion to contract circumferentially to a condition wherein all points about the circumference will have a radius approximating that of the normal.

rolling radius of the tire. l

2. A tire casing comprising an elastic carcass, an elastic base=tread material applied to the crown portion of the carcass, and alastic band 65' peripheral circumference thereof will have a radius approximately midway between the normal expanded radius thereof and the normal rolling radius thereof, the said band of road-engaging tread material being, when the casing is inflated and is unrestricted against outward expansion, subject to its own yielding tension to contract circumferentially to' .a condition wherein all points about its circumference have a. radius approximately equaling that of the normal rolling radius ofthe tire.

3. The method of producing tire casings which includes the step of forming the-carcass thereof in a raw state of flexible-reinforcing elements and a binder that will be elastic Awhen subsequently cured, in applying 'to the raw carcass a base crown tread material that wilibe elastic when,-

subsequently cured, in' `curing the carcass and applied tread material while holding the same in av laterally expanded circumferentially and.

radially contracted condition wherein all points about its circumference have a radial measurement approximately midway between the expec'ted ultimate expanded radius thereof and the ultimate expected rolling radius thereof, and in v thereafter adding additional crowmtread material, that will be elastic when subsequently cured, to the previously cured basetread material, and

curing the last applied .tread material while holdincludes the steps of forming an incomplete casing in a raw state of reinforcing elements anda carcass being, when the casing is inflated and Y binder` that vis elastic when cured, in curing such incompletely formed casing while holding the same in a laterally expanded circumferentially and radially contracted condition 'wherein all points about its circumference have a radial measurement approximately midway between the expected ultimate expanded radius thereof and the ultimate expected rolling radius thereof, andv in thereafter applying to the crown por-tion of the previously cured incomplete casing an annu:

lar band of road-engaging tread material that will be elastic when cured, and curing the newly added tread material while holding the casing in a laterally expanded circumferentially and radially contracted condition wherein the radialI measurement at all points about the circumference thereof will approximately equalY the expected rolling radius of the tire.

' Y PAULE. HAWKINSON. 

